EP2620631A1 - Brennkraftmaschine mit zwei Auslasskrümmern - Google Patents

Brennkraftmaschine mit zwei Auslasskrümmern Download PDF

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Publication number
EP2620631A1
EP2620631A1 EP13150900.2A EP13150900A EP2620631A1 EP 2620631 A1 EP2620631 A1 EP 2620631A1 EP 13150900 A EP13150900 A EP 13150900A EP 2620631 A1 EP2620631 A1 EP 2620631A1
Authority
EP
European Patent Office
Prior art keywords
exhaust
line
valve
low pressure
recirculation
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13150900.2A
Other languages
English (en)
French (fr)
Inventor
Diego Rafael Veiga Pagliari
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP2620631A1 publication Critical patent/EP2620631A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • F01N13/107—More than one exhaust manifold or exhaust collector
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0246—Variable control of the exhaust valves only changing valve lift or valve lift and timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/07—Mixed pressure loops, i.e. wherein recirculated exhaust gas is either taken out upstream of the turbine and reintroduced upstream of the compressor, or is taken out downstream of the turbine and reintroduced downstream of the compressor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/36—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for adding fluids other than exhaust gas to the recirculation passage; with reformers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/02—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by catalysts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a motor unit with two exhaust manifolds, one at high pressure, the other at low pressure, especially for motor vehicles.
  • a motor unit comprising an internal combustion engine which opens, on the one hand, a high pressure exhaust manifold supplying an exhaust line which comprises a turbine of a turbocharger, and, on the other hand, a collector low pressure exhaust system feeding an exhaust gas recirculation line and the turbine outlet (called “wastegate” in English).
  • a high pressure exhaust manifold supplying an exhaust line which comprises a turbine of a turbocharger
  • a collector low pressure exhaust system feeding an exhaust gas recirculation line and the turbine outlet
  • Such a power unit has many advantages over a power unit having a single exhaust manifold.
  • an engine group allows to have two separate exhaust phases, one for the high-pressure exhaust manifold, the other for the low-pressure exhaust manifold by combining the engine with two sets of cams. exhaust staggered angularly relative to each other.
  • the turbine and the recirculation line can be decoupled, depending on the movement of a high-pressure exhaust valve (controlled by a high-pressure exhaust cam) or low pressure exhaust valve (controlled by a low pressure cam).
  • the present invention aims to improve such a motor group, in particular by improving the physics of combustion in the engine by the use of the recirculation line, without reducing / penalizing the performance related to the management of the turbine.
  • the invention thus relates to a motor unit comprising an internal combustion engine which opens, on the one hand, a high pressure exhaust manifold supplying an exhaust line which comprises a turbine of a turbocharger, and, on the other hand, on the one hand, a low-pressure exhaust manifold supplying an exhaust gas recirculation line, characterized in that the recirculation line comprises a catalytic device for the production of dihydrogen.
  • the engine performance related to the management of the turbine power supply is maintained, and because of the presence of a catalytic device for producing dihydrogen in the line of recirculation of the exhaust gas, the engine fuel dihydrogen is increased.
  • the dihydrogen feed decreases the risk of rattling and increases the engine load range in which the timing of combustion is ideal.
  • a recirculating gas heater is disposed in the recirculation line upstream of the catalytic device for producing dihydrogen. Therefore, it is possible to heat the exhaust gas so that the catalytic device reaches the minimum temperature to obtain a consequent production of dihydrogen.
  • a recirculating gas cooler is disposed in the recirculation line downstream of the catalytic device for producing dihydrogen. Therefore, it is possible to cool the recirculating gases after the production of hydrogen, which in particular reduces the size of the recirculation line.
  • the recirculation line opens into an air intake pipe upstream of a compressor of the turbocharger.
  • a recirculation valve is disposed in the recirculation line downstream of the catalytic device for producing hydrogen.
  • a bypass line comprising a bypass valve connects the low pressure exhaust manifold to the exhaust line bypassing the turbine.
  • the low-pressure exhaust gas can travel through the exhaust gas recirculation line or bypass the turbine and be discharged from the vehicle.
  • the exhaust gas leaving the high pressure manifold can only drive the turbine before being sent to the exhaust line.
  • the high pressure exhaust gases can not circulate in the exhaust gas recirculation line.
  • the power unit comprises firstly a series of low pressure cam for controlling the supply of the low pressure exhaust manifold, and secondly, a series of high pressure cams for controlling the supply of the high pressure exhaust manifold, the high and low pressure cams being angularly offset so that the opening of a high pressure valve is controlled in advance of an angle about 100 ° before controlling the opening of a low pressure valve. Therefore, initially and for a duration corresponding to a crankshaft stroke of about 100 °, the exhaust gas is only sent to the turbine, then in a second time, the exhaust gas is sent to the two exhaust manifolds.
  • the high and low pressure cams are angularly offset so that the closure of the high pressure valve is controlled in advance by an angle of about 65 ° before the control of the closing of the low valve. pressure. Therefore, in a third and last time, and for a duration corresponding to a crankshaft stroke of about 65 °, the turbine is no longer supplied, all the exhaust gas being sent into the low pressure manifold, this which in particular makes it possible to reduce the pressure drop and to increase the quantity of gas drained from the combustion chambers of the engine.
  • the high pressure exhaust valve and the low pressure exhaust valve are in their respective open positions when a crankshaft is in an angular position of respectively between 90 ° and 240 ° and between 120 ° and 410 ° compared to the position of top dead point of combustion.
  • the range of the exhaust phase is particularly wide and consists of the combination of the high pressure exhaust range and the low pressure exhaust range, the angular position and amplitude of each of the latter two. ranges being adapted to the nature of the lines fed by the two exhaust manifolds.
  • the invention relates to a motor vehicle, and more particularly to a motor unit 1 of a motor vehicle.
  • the engine group 1 comprises an internal combustion engine 2, in this case a gasoline engine.
  • This engine comprises combustion chambers 3 (here, four in number) which are fueled.
  • Each combustion chamber 3 is supplied with air by an air collector 4 common to all the chambers 3, the air collector 4 forming the downstream end of an intake pipe 5.
  • the intake pipe 5 comprises an air valve 6 which controls the air flow admitted into the engine 2.
  • each combustion chamber 3 From each combustion chamber 3 open two exhaust pipes 7, 8, one 7, high pressure, connecting the combustion chamber 3 to a high pressure exhaust manifold 9, the other 8, low pressure, connecting the combustion chamber 3 to a low-pressure exhaust manifold 10.
  • the engine 2 are associated two exhaust manifolds 9, 10, each of these two exhaust manifolds 9, 10 being fed by all the combustion chambers of the engine 2.
  • Engine 2 is also associated with three sets of cams: a first set of intake cams controlling intake valves to control the supply of the engine 2 to the air, and two sets of exhaust cams controlling the valve of the engine.
  • a first set of intake cams controlling intake valves to control the supply of the engine 2 to the air
  • two sets of exhaust cams controlling the valve of the engine.
  • an intake camshaft carries only the first series of cams.
  • the two sets of exhaust cams include a series of high pressure cams for controlling the supply of the high pressure exhaust manifold 9, and a series of low pressure cams for controlling the exhaust manifold supply.
  • the two sets of exhaust cams may either be carried by a single exhaust camshaft or carried by two exhaust camshafts, one bearing all the high pressure cams, the other all the high pressure cams.
  • the two series of cams are angularly offset relative to one another so as to have a decoupling of the supply of the two exhaust manifolds 9, 10.
  • the high-pressure exhaust manifold 9 feeds an exhaust line 11 which comprises a turbine 12 and, downstream of the latter, a treatment system 13 for treating the gases before they exit into the atmosphere.
  • the exhaust line 11 is the only line fed by the high pressure exhaust manifold 9 so that the exhaust gases contained in the latter can only drive the turbine 12 and then be sent into the engine. treatment system 13.
  • the low-pressure exhaust manifold 10 feeds a recirculation line 14 allowing the reintroduction of the exhaust gases into the engine 2.
  • the recirculation line 14 opens into the intake pipe 5, upstream of the air valve 6
  • the recirculation line 14 opens into the intake pipe 5 upstream of a compressor 15 which is driven by the turbine 12 and which forms, with the latter, a turbocharger.
  • a heat exchanger 16 is disposed in the intake duct 5 between the compressor 15 and the air valve 6 in order to allow the regulation of the temperature of the gases admitted into the engine 2 (essentially, to allow their cooling) .
  • a recirculation valve 17 is disposed in the recirculation line 14 and controls the flow of gas flowing in the latter.
  • the recirculation line 14 comprises a catalytic device for producing dihydrogen 18 which makes it possible to produce dihydrogen from fuel.
  • the recirculation line 14 comprises, upstream of the catalytic device for producing dihydrogen 18, A fuel injector 19.
  • a heater 20 for heating the recirculating gases is disposed in the recirculation line 14, upstream of the catalytic device for producing hydrogen 18, and downstream of the fuel injector 19. This heater 20 allows increasing the temperature of the gases so as to facilitate the production of dihydrogen is carried out in the catalytic device 18.
  • a cooler 21 for cooling the recirculating gases is disposed in the recirculation line 14, downstream of the catalytic device for producing dihydrogen 18.
  • This cooler 21 makes it possible to cool the recirculation gases once the hydrogen has been produced in such a way that to reduce the bulk of the recirculation line 14, so as to improve the engine efficiency / turbocharger (it is necessary to limit temperature at the inlet of the compressor, because the temperature limit at the compressor output is at 180 ° C).
  • the recirculation line 14 comprises, from upstream to downstream, from the low-pressure exhaust manifold 10, the fuel injector 19, the heater 20, the catalytic device for producing hydrogen 18, the cooler 21 and the recirculation valve 17, before opening into the intake pipe 5.
  • a bypass line 22 connects the low-pressure exhaust manifold 10 to the exhaust line 11 bypassing the turbine 12.
  • This bypass line 22 comprises a bypass valve 23 which makes it possible to control the flow of gas bypassing the turbine 12.
  • the bypass line 22 opens into the exhaust line 11 upstream of the treatment system 13.
  • the three curves 24, 25, 26 of the figure 2 represent, respectively, the movement of the high pressure exhaust valves, the low pressure exhaust valves and the intake valves as a function of the angular position of the crankshaft relative to the top dead center position of combustion (corresponding to 0 °).
  • the high and low pressure cams are angularly offset so that the opening of the high pressure valves is controlled in advance by an angle of about 100 ° before controlling the opening of the low pressure valves. (in this case, at about 90 ° for the high pressure exhaust valves, and about 190 ° for the low pressure exhaust valves), and that the closing of the high pressure valves is controlled in advance by an angle of approximately 65 ° before the control of the closing of the low pressure valves (in this case, about 340 ° for the high pressure exhaust valves, and about 405 for the low pressure exhaust valves).
  • phase 28 of possibility of enrichment in hydrogen there are two fuel injection zones 29, 30, one being used in the case where the injection is done in the intake pipe 5, the other in the case where the injection is made in the combustion chamber 3 or by the injector 19 which is in the recirculation line 14.
  • the engine group 2 of the present invention makes it possible to optimize the overall energy efficiency of the engine 2 over the entire speed and load range to reach very low specific fuel consumption levels, or even similar to a diesel engine.
  • the recirculation line 14 is particularly efficient and allows to provide a variable recirculation gas flow, without having the disadvantages associated with the usual pressure drops of the discharge valve of the turbine.
  • the production of dihydrogen improves combustion by achieving an ideal phasing of combustion under heavy engine load by pushing the limit of ignition advance from which knocking can occur.
  • the gain in specific consumption of the engine related to the present invention may be greater than 10%.
  • the invention therefore applies to motor groups comprising a plurality of cylinders each defining combustion chambers, wherein each cylinder can be driven differently from the others, and this preferably continuously. (One understands by "piloted”, the way to control the supply of fuel and combustive of the cylinder, and to command the evacuation of the exhaust gases, in particular.)
  • all the cylinders can participate in the recirculation of the gases, or at least several of them (without however excluding the other possibility of dedicating a single cylinder to the recirculation of the gases). It is understood by "participate" that the exhaust gases emitted by the cylinder are recirculated at least in part.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Supercharger (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
EP13150900.2A 2012-01-30 2013-01-11 Brennkraftmaschine mit zwei Auslasskrümmern Withdrawn EP2620631A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1250826A FR2986276B1 (fr) 2012-01-30 2012-01-30 Groupe moteur a deux collecteurs d'echappement

Publications (1)

Publication Number Publication Date
EP2620631A1 true EP2620631A1 (de) 2013-07-31

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EP13150900.2A Withdrawn EP2620631A1 (de) 2012-01-30 2013-01-11 Brennkraftmaschine mit zwei Auslasskrümmern

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EP (1) EP2620631A1 (de)
FR (1) FR2986276B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016217265A1 (de) 2016-09-09 2018-03-15 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine
CN108204290A (zh) * 2016-12-16 2018-06-26 福特环球技术公司 用于分流式排气发动机系统的系统和方法
CN115306586A (zh) * 2022-08-02 2022-11-08 北京航天试验技术研究所 一种推进剂贮箱箱压控制装置及其控制方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017125575B4 (de) * 2017-11-02 2022-02-03 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Brennkraftmaschine mit Zylinderspülung und Spülluftrückführung

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1688608A1 (de) * 2005-01-11 2006-08-09 Peugeot Citroen Automobiles SA Abgasrückführungsvorrichtung
US20070130947A1 (en) * 2005-12-09 2007-06-14 Deere & Company, A Delaware Corporation EGR system for high EGR rates
US20080022680A1 (en) * 2006-07-26 2008-01-31 Gingrich Jess W Apparatus and method for increasing the hydrogen content of recirculated exhaust gas in fuel injected engines
EP2119888A2 (de) * 2008-05-15 2009-11-18 Honeywell International Inc. Parallel-sequentielle Turboladerarchitektur unter Verwendung eines Motorzylinderventiltriebs mit variablem Ventilhub
FR2941015A1 (fr) * 2009-01-12 2010-07-16 Peugeot Citroen Automobiles Sa Dispositif et procede de recirculation de gaz d'echappement pour moteur a combustion interne a reformeur d'hydrogene
FR2943722A1 (fr) * 2009-03-30 2010-10-01 Melchior Jean F Moteur a combustion interne suralimente

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1688608A1 (de) * 2005-01-11 2006-08-09 Peugeot Citroen Automobiles SA Abgasrückführungsvorrichtung
US20070130947A1 (en) * 2005-12-09 2007-06-14 Deere & Company, A Delaware Corporation EGR system for high EGR rates
US20080022680A1 (en) * 2006-07-26 2008-01-31 Gingrich Jess W Apparatus and method for increasing the hydrogen content of recirculated exhaust gas in fuel injected engines
EP2119888A2 (de) * 2008-05-15 2009-11-18 Honeywell International Inc. Parallel-sequentielle Turboladerarchitektur unter Verwendung eines Motorzylinderventiltriebs mit variablem Ventilhub
FR2941015A1 (fr) * 2009-01-12 2010-07-16 Peugeot Citroen Automobiles Sa Dispositif et procede de recirculation de gaz d'echappement pour moteur a combustion interne a reformeur d'hydrogene
FR2943722A1 (fr) * 2009-03-30 2010-10-01 Melchior Jean F Moteur a combustion interne suralimente

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016217265A1 (de) 2016-09-09 2018-03-15 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine
WO2018046198A1 (de) 2016-09-09 2018-03-15 Volkswagen Aktiengesellschaft Brennkraftmaschine und verfahren zum betreiben einer brennkraftmaschine
CN108204290A (zh) * 2016-12-16 2018-06-26 福特环球技术公司 用于分流式排气发动机系统的系统和方法
US20190032579A1 (en) * 2016-12-16 2019-01-31 Ford Global Technologies, Llc Systems and methods for a split exhaust engine system
US10731573B2 (en) * 2016-12-16 2020-08-04 Ford Global Technologies, Llc Systems and methods for a split exhaust engine system
CN115306586A (zh) * 2022-08-02 2022-11-08 北京航天试验技术研究所 一种推进剂贮箱箱压控制装置及其控制方法

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Publication number Publication date
FR2986276A1 (fr) 2013-08-02
FR2986276B1 (fr) 2015-08-21

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